Turbocharger System For A Two-Stroke Engine

ABSTRACT

A turbocharger and method of controlling the same includes a turbine housing comprising an inlet and an outlet, turbine wheel coupled to a shaft. The turbine housing comprising a first scroll and a second scroll for fluidically coupling the inlet and the turbine wheel. The first scroll has a first end adjacent the inlet and a second end adjacent the turbine wheel. The second scroll has a third end adjacent the inlet and a fourth end adjacent the turbine wheel. An exhaust gas diverter valve is coupled to the turbine housing restricting flow into the first scroll or the second scroll.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. Pat. Application No.17/476,761, filed Sep. 16, 2021, which is a divisional of U.S. Pat.Application No. 16/691,995, filed Nov. 22, 2019, which claims priorityto U.S. Provisional Application No. 62/776,571, filed on Dec. 7, 2018.The above-mentioned patent applications are incorporated herein byreference in its entirety.

FIELD

The present disclosure relates to a vehicle engine and, moreparticularly, to a method of operating the engine and turbocharger.

BACKGROUND

This section provides background information related to the presentdisclosure which is not necessarily prior art.

A vehicle, such as a snowmobile, generally includes an engine assembly.The engine assembly is operated with the use of fuel to generate powerto drive the vehicle. The power to drive a snowmobile is generallygenerated by a combustion engine that drives pistons and a connectedcrank shaft. Two-stroke snowmobile engines are highly tuned, and highspecific power output engines that operate under a wide variety ofconditions.

Vehicle manufacturers are continually seeking ways to improve the poweroutput for engines. Turbochargers have been used together withtwo-stroke engines to provide increased power output. However, improvingthe packaging and performance of a turbocharged two-stroke engine isdesirable.

SUMMARY

This section provides a general summary of the disclosures, and is not acomprehensive disclosure of its full scope or all of its features.

In a first aspect of the disclosure, a turbocharger includes a turbinehousing comprising an inlet and an outlet, turbine wheel coupled to ashaft. The turbine housing comprising a first scroll and a second scrollfor fluidically coupling the inlet and the turbine wheel. The firstscroll has a first end adjacent the inlet and a second end adjacent theturbine wheel. The second scroll has a third end adjacent the inlet anda fourth end adjacent the turbine wheel. An exhaust gas diverter valveis coupled to the turbine housing restricting flow into the first scrollor the second scroll.

In another aspect of the disclosure, a system includes a turbochargercomprising a turbine portion and a compressor portion, an enginecomprising a throttle body, a boost box and a bypass path coupling theboost box to ambient air outside the boost box. The system furtherincludes a one way valve coupled in the bypass path communicating airthrough the one way valve when a first pressure in the boost box islower than air pressure outside the boost box.

In another aspect of the disclosure, a method includes moving anactuator to fully open a diverter valve that controls openings to afirst scroll and a second scroll of a turbocharger and thereafter,moving the actuator to open an exhaust gas bypass valve disposed in abypass pipe while maintaining diverter valve in a fully open positionallowing exhaust into the first scroll and second scroll.

In yet another aspect of the disclosure, a method of operating an enginewith an exhaust gas bypass valve includes determining a barometricpressure, determining a desired boost pressure to obtain a desiredabsolute pressure based on the barometric pressure and controlling anexhaust gas bypass valve in response to the desired boost pressure.

Further areas of applicability will become apparent from the descriptionprovided herein. The description and specific examples in this summaryare intended for purposes of illustration only and are not intended tolimit the scope of the present disclosure.

DRAWINGS

FIG. 1 is a perspective view of a snowmobile.

FIG. 2 is an exploded view of the snowmobile of FIG. 1 .

FIGS. 2A and 2B are enlarged exploded views of FIG. 2 .

FIG. 3 is a block diagram of the engine of FIG. 2 .

FIG. 4 is an exploded view of the engine of FIG. 3 .

FIG. 5A is a perspective view of a turbocharger according to the presentdisclosure.

FIG. 5B is a side view of the turbocharger FIG. 5A.

FIG. 5C is a cutaway view of the turbine housing of the turbocharger ofFIG. 5A.

FIG. 5D is a partial cross-sectional view of the turbine housing of theturbocharger of FIG. 5A.

FIG. 5E is a cutaway view of the turbocharger having the diverter valvein a position closing off the first scroll.

FIG. 5F is a partial cutaway view of the turbocharger having thediverter valve in a neutral position.

FIG. 5G is a partial cutaway view of the turbocharger having thediverter valve in a position closing off the second scroll.

FIG. 5H is a partial cutaway view of an alternate valve for controllingflow to the scrolls in a partially open position.

FIG. 5I is a partial cutaway view of the valve in FIG. 5H in a closedposition.

FIG. 5J is a partial cutaway view of another alternate valve forcontrolling flow to one of the scrolls in a closed position.

FIG. 5K is a partial cutaway view of the valve in FIG. 5J in a partiallyopen position.

FIG. 6A is a cross-sectional view of an exhaust gas bypass valve.

FIG. 6B is the exhaust bypass valve of FIG. 6A in a first open position.

FIG. 6C is the exhaust bypass valve of FIG. 6A in a second openposition.

FIG. 6D is the exhaust bypass valve of FIG. 6A in a third open position.

FIG. 6E is the exhaust bypass valve of FIG. 6A in a fully open position.

FIG. 6F is a perspective view of the exhaust bypass valve with anactuator arm.

FIG. 6G is an end view of the exhaust bypass valve in the positionillustrated in FIG. 6E.

FIG. 6H is a block diagrammatic view of a system for operating theexhaust bypass valve of FIG. 6A.

FIG. 6I is a perspective view of an exhaust bypass valve and divertervalve controlled by a common actuator.

FIG. 7A is a schematic view of a system for bypassing exhaust gas.

FIG. 7B is a schematic view of a second example for bypassing exhaustgas.

FIG. 7C is a schematic view of a third example of bypassing exhaust gas.

FIG. 7D is a schematic view of a fourth example of bypassing exhaustgas.

FIG. 7E is a diagrammatic representation of an engine system includingexhaust bypass for increasing the stability of a two-stroke engine.

FIG. 7F is a diagrammatic representation of an engine assemblycomprising a second example of increasing the stability of a two stokeengine.

FIG. 7G is a diagrammatic representation of an engine assembly having athird example of an exhaust bypass valve for increasing the stability ofa two-stroke engine alternate positions of the exhaust bypass valve areilluminated.

FIG. 7H is a diagrammatic representation of a control valve within astinger of the exhaust system of a normally aspirated two-stroke engineassembly.

FIG. 7I is a diagrammatic representation of a control valve within asilencer.

FIG. 7J is a diagrammatic representation of a control valve within asub-chamber of a silencer.

FIG. 7K is a schematic view of another example of bypassing exhaust gasusing a silencer and supplemental silencer with a common wall.

FIG. 8A is a schematic view of a system for bypassing the compressor ofa turbocharged engine to provide airflow to the engine.

FIG. 8B is a rear side of the boost box of FIG. 8A.

FIG. 8C is a left side view of the boost box of FIG. 8A.

FIG. 8D is a front side view of the boost box of FIG. 8A.

FIG. 8E is a right side view of the boost box of FIG. 8A.

FIG. 8F is an enlarged view of the one way valve of FIG. 8A.

FIG. 8G is a side view of an engine compartment having the boost boxoriented so that the one way valve is located rearwardly.

FIG. 8H is a side view of a boost box coupled to a duct.

FIG. 8I is a side view of the boost box coupled to a channel integrallyformed with a fuel tank.

FIG. 9A is a block diagrammatic view of a system for controlling anexhaust bypass valve.

FIG. 9B is a flowchart of a method for controlling the exhaust gasbypass valve.

FIG. 9C is a plot of boost error versus time for a plurality of signalsused for updating the exhaust gas bypass valve position.

FIG. 9D is a plot of the calculation multiplier versus boost error.

FIG. 9E is a graph illustrating the absolute pressure and changes overvarious altitudes.

FIG. 9F is a flowchart of a method for controlling an exhaust gas bypassvalve to increase power or stability of a two-stroke engine.

FIG. 9G is a block diagrammatic view of a first example of the exhaustgas bypass valve position control module.

FIG. 9H is a flowchart of a method for operating the exhaust gas bypassvalve in response to an idle and acceleration event.

FIG. 10A is a side view of a rotor of a turbocharger.

FIG. 10B is an end view of the rotor of FIG. 10A.

FIG. 10C is a diagrammatic representation of the exducer area.

FIG. 10D is a plot of the ratio of exhaust gas bypass valve or bypassvalve area to exducer area for known four stroke engines, two strokeengines and the present example.

DETAILED DESCRIPTION

Examples will now be described more fully with reference to theaccompanying drawings. Although the following description includesseveral examples of a snowmobile application, it is understood that thefeatures herein may be applied to any appropriate vehicle, such asmotorcycles, all-terrain vehicles, utility vehicles, moped, scooters,etc. The examples disclosed below are not intended to be exhaustive orto limit the disclosure to the precise forms disclosed in the followingdetailed description. Rather, the examples are chosen and described sothat others skilled in the art may utilize their teachings. The signalsset forth below refer to electromagnetic signals that communicate data.

Referring now to FIGS. 1 and 2 , one example of an exemplary snowmobile10 is shown. Snowmobile 10 includes a chassis 12, an endless beltassembly 14, and a pair of front skis 20. Snowmobile 10 also includes afront-end 16 and a rear-end 18.

The snowmobile 10 also includes a seat assembly 22 that is coupled tothe chassis assembly 12. A front suspension assembly 24 is also coupledto the chassis assembly 12. The front suspension assembly 24 may includehandlebars 26 for steering, shock absorbers 28 and the skis 20. A rearsuspension assembly 30 is also coupled to the chassis assembly 12. Therear suspension assembly 30 may be used to support the endless belt 14for propelling the vehicle. An electrical console assembly 34 is alsocoupled to the chassis assembly 12. The electrical console assembly 34may include various components for displaying engine conditions (i.e.,gauges) and for electrically controlling the snowmobile 10.

The snowmobile 10 also includes an engine assembly 40. The engineassembly 40 is coupled to an intake assembly 42 and an exhaust assembly44. The intake assembly 42 is used for providing fuel and air into theengine assembly 40 for the combustion process. Exhaust gas leaves theengine assembly 40 through the exhaust assembly 44. The exhaust assembly44 includes the exhaust manifold 45 and tuned pipe 47. An oil tankassembly 46 is used for providing oil to the engine for lubricationwhere it is mixed directly with fuel. In other systems oil and fuel maybe mixed in the intake assembly. A drivetrain assembly 48 is used forconverting the rotating crankshaft assembly from the engine assembly 40into a potential force to use the endless belt 14 and thus thesnowmobile 10. The engine assembly 40 is also coupled to a coolingassembly 50.

The chassis assembly 12 may also include a bumper assembly 60, a hoodassembly 62 and a nose pan assembly 64. The hood assembly 62 is movableto allow access to the engine assembly 40 and its associated components.

Referring now to FIGS. 3 and 4 , the engine assembly 40 is illustratedin further detail. The engine assembly 40 is a two-stroke engine thatincludes the exhaust assembly 44 that includes an exhaust manifold 45,tuned pipe 47 and exhaust silencer 710.

The engine assembly 40 may include spark plugs 70 which are coupled to aone-piece cylinder head cover 72. The cylinder head cover 72 is coupledto the cylinder 74 with twelve bolts which is used for housing thepistons 76 to form a combustion chamber 78 therein. The cylinder 74 ismounted to the engine upper crankcase 80.

The fuel system 82 that forms part of the engine assembly 40, includesfuel lines 84 and fuel injectors 86. The fuel lines 84 provide fuel tothe fuel injectors 86 which inject fuel, in this case, into a port inthe cylinder adjacent to the pistons 76. In other cases, an injectionmay take place adjacent to the piston, into a boost box (detailed below)or into the throttle body. An intake manifold 88 is coupled to theengine upper crankcase 80. The intake manifold 88 is in fluidiccommunication with the throttle body 90. Air for the combustionprocesses is admitted into the engine through the throttle body 90 whichmay be controlled directly through the use of an accelerator pedal orhand operated lever or switch. A throttle position sensor 92 is coupledto the throttle to provide a throttle position signal corresponding tothe position of the throttle plate 94 to an engine controller discussedfurther herein.

The engine upper crankcase 80 is coupled to lower crankcase 100 andforms a cavity for housing the crankshaft 102. The crankshaft 102 hasconnecting rods 104 which are ultimately coupled to the pistons 76. Themovement of the pistons 76 within the combustion chamber 78 causes arotational movement at the crankshaft 102 by way of the connecting rods104. The crankcase may have openings or vents 106 therethrough.

The system is lubricated using oil lines 108 which are coupled to theoil injectors 110 and an oil pump 112.

The crankshaft 102 is coupled to a generator flywheel 118 and having astator 120 therein. The flywheel 118 has crankshaft position sensors 122that aid in determining the positioning of the crankshaft 102. Thecrankshaft position sensors 122 are aligned with the teeth 124 and areused when starting the engine, as well as being used to time theoperation of the injection of fuel during the combustion process. Astator cover 126 covers the stator 120 and flywheel 118.

Discussed below are various features of the engine assembly 40 used inthe snowmobile 10. Each of the features relate to the noted sectionheadings set forth below. It should be noted that each of these featurescan be employed either individually or in any combination with theengine assembly 40. Moreover, the features discussed below will utilizethe reference numerals identified above, when appropriate, or othercorresponding reference numerals as needed. Again, as noted above, whilethe engine assembly 40 is a two-stroke engine that can be used with thesnowmobile 10, the engine assembly 40 can be used with any appropriatevehicles and the features discussed below may be applied to four-strokeengine assemblies as well.

The engine assembly 40 also includes an exhaust manifold 45 that directsthe exhaust gases from the engine. The exhaust manifold 45 is in fluidcommunication with a tuned pipe 47. The tuned pipe 47 is specificallyshaped to improve the performance and provide the desired feedback tothe engine assembly 40. The tuned pipe 47 is in communication with astinger 134. The tuned pipe 47 has a bypass pipe 136 coupled thereto.The bypass pipe 136 has an exhaust gas bypass valve 138 used forbypassing some or all of the exhaust gases from being directed to aturbocharger 140. Details of the turbocharger 140 are set forth in thefollowing figures.

Referring now to FIGS. 5A-5G, the turbocharger 140 includes a turbineportion 510 and a pump or compressor portion 512. The turbine portion510 and the compressor portion 512 have a common shaft 521 that extendsthere between. That is, the rotational movement within the turbineportion 510 caused from the exhaust gases rotate a turbine wheel 520which in turn rotates the shaft 521 which, in turn, rotates a compressorwheel 519. The compressor portion 512 includes an inlet 514 and anoutlet 516. Movement of the compressor wheel 519 causes inlet air fromthe inlet 514 to be pressurized and output through the outlet 516 of thehousing 518.

The turbine portion 510 includes a turbine wheel 520 with housing 522.The housing 522 includes a turbine inlet 524 and a turbine outlet 526.The inlet 524 receives exhaust gas through the tuned pipe 47 and thestinger 134 as illustrated above. The exhaust gases enter the inlet 524and are divided between a first scroll 528 and a second scroll 530. Ofcourse, more than two scrolls may be implemented in a system. Thescrolls 528, 530 may also be referred to as a volute. Essentially thefirst scroll 528 and the second scroll 530 start off with a widecross-sectional area and taper to a smaller cross-sectional area nearthe turbine wheel. The reduction in cross-sectional area increases thevelocity of the exhaust gases which in turn increases the speed of theturbine wheel 520. Ultimately, the rotation of the turbine wheel 520turns the compressor wheel 519 within the compressor portion 512 by wayof a common shaft 521. The size of the first scroll 528 and the secondscroll 530 may be different. The overall area to radius (A/R) ratio ofthe scrolls may be different. The first scroll 528 has a first end 528Aand a second end 528B and the second scroll has a second first end 530Aand a second end 530B. The first ends 528A, 530A are adjacent to theturbine inlet 524. The second ends 528B, 530B are adjacent to theturbine wheel 520 within the housing 522. The volume of the first scroll528 and second scroll 530 may be different. The cross-sectional openingadjacent to the turbine wheel 520 may be different between the scrolls.

The first scroll 528 and the second scroll 530 are separated by aseparation wall 532. The separation wall 532 separates the first scroll528 from the second scroll 530. The separation wall 532 may extend fromthe first end 528A of the first scroll 528 and the first end 530A of thesecond scroll 530 to the second end 528B, 530B of the respectivescrolls.

The turbine portion 510 includes an exhaust gas diverter valve 540mounted adjacent to the separation wall 532. The exhaust gas divertervalve 540 is used to selectively partially or fully close off either thefirst scroll 528 or the second scroll 530. A valve seat 542A is locatedadjacent to the first scroll 528. A second valve seat 542B is locatedadjacent to the second scroll 530. Either one of the valve seats 542A,542B receive the exhaust gas diverter valve 540 when the exhaust gasdiverter valve 540 is in a completely closed position. The valve seats542A, 542B may be recesses or grooves that are formed within the housing522. The valve seats 542A, 542B form a surface that receives an edge 541of the exhaust gas diverter valve 540 so that when exhaust gases pushthe exhaust gas diverter valve 540 into the scroll outer wall, the valveseats 542A, 542B provide a counter force. The edge 541 is the end of thevalve 540 opposite a pivot pin 544. The valve seats 542A, 542B may becircumferentially formed within each of the first scroll 528 and thesecond scroll 530. The seal between the valve 540 may be on the edge 541or on the surface of the valve 540 on each side of the edges 541.

The pivot pin 544 which extends across the turbine inlet 524 toselectively separate or close off the first scroll 528 or the secondscroll 530. A partial closing of either the first scroll 528 or thesecond scroll 530 may also be performed by the exhaust gas divertervalve 540. The exhaust gas diverter valve 540 pivots about the pivot pin544. As is best shown in FIG. 5B, an actuator 548 such as a motor or ahydraulic actuator may be coupled to the exhaust gas diverter valve 540.Other types of actuators include pneumatic actuator. The actuator 548moves the exhaust gas diverter valve to the desired position in responseto various inputs as will be described in more detail below. That is,there may be conditions where both scrolls may be fully opened, or oneor the other scroll may be opened, at least partially. The opening andclosing of the valve may be used to control the pressure in the tunedpipe. Further, one scroll may be partially closed using the exhaust gasdiverter valve 540 while one scroll may be fully open as indicated bythe dotted lines. That is, in FIG. 5E the scroll 530 is completelyclosed by the edge 541 of the exhaust gas diverter valve 540 beingreceived within the valve seat 542B. In FIG. 5F the exhaust gas divertervalve 540 is in a middle or neutral position in which the first scroll528 and the second scroll 530 are fully opened. That is, the valve is ina fully opened position and is coincident to or parallel with theseparation wall 532. In FIG. 5G the edge 541 of the exhaust gas divertervalve 540 is received within and rests against the valve seat 542A tofully close the first scroll 528.

Referring now to FIGS. 5H and 5I, a butterfly type valve 550 may be usedin place of the diverter valve 540. The butterfly valve 550 pivots aboutpivot pin 544. The edge 552 of the valve 550 rests against the valveseat 556 in a closed position (FIG. 5I). The closure may result in aseal or a near closure if a protrusion 553A is on the edge 552 of valveor bump 553B on the seat 556. A dotted protrusion 553B is shown on theedges 552 and valve seat 556. The valve 550 may be in communication withan actuator and motor (or hydraulic actuator or a pneumatic actuator) tomove the valve 550 into the desired position. In this manner the valve550 is more balanced with respect to exhaust gas acting on the valveblade than the diverter valve 540.

Referring now to FIGS. 5J and 5K, alternate configuration for abutterfly type valve 560 may be used in place of the diverter valves 540and 550. The butterfly valve 560 is disposed within one of the scrolls.In this example scroll 530 has the first butterfly type valve 560. Thebutterfly valve 560 pivots about pivot pin 564. The edge 562 of thevalve 560 rests against the valve seat 566 in a closed position (FIG.5J). The valve 560 may be in communication with an actuator and motor(or hydraulic actuator or a pneumatic actuator) to move the valve 560into the desired position. In this manner, the valve 560 is morebalanced with respect to exhaust gas acting on the valve blade than thediverter valve 540.

In any of the examples in FIGS. 5A-5K, the valve 550 may also be madeoval. The closed position may be less than 90 degrees. The closure maynot be air tight intentionally. In addition, any of FIGS. 5A-5K may havethe protrusions 553A and/or 553B.

Referring now to FIGS. 6A-6F, an exhaust gas bypass valve 138 is setforth. By way of example, for a turbocharged engine the exhaust gasbypass valve 138 may be implemented in a wastegate. The exhaust gasbypass valve 138 may be configured in the bypass pipe 136 that connectsthe exhaust gas from the exhaust manifold 45 and the tuned pipe 47 to anexhaust pipe 142 coupled to the outlet of the turbine portion of theturbocharger. Of course, as detailed below, the exhaust gas bypass valve138 may be used in various positions within the exhaust assembly 44.

The exhaust gas bypass valve 138 has an exhaust gas bypass valve housing610. The exhaust gas bypass valve housing 610 may have a first flange612A and a second flange 612B. The flanges 612A, 612B are used forcoupling the exhaust gas bypass valve to the respective portions of thebypass pipe 136A, 136B. Of course, direct welding to the tuned pipe orbypass piping may be performed. The housing 610 has an outer wall 611that is generally cylindrical in shape and has a longitudinal axis 613which also corresponds to the general direction of flow through theexhaust gas bypass valve housing 610. The outer wall 611 has a thicknessT1.

The housing 610 includes a valve member 614 that rotates about arotation axis 616. The rotation axis 616 coincides with an axle 618 thatis coupled to the housing 610 so that the valve member 614 rotatesthereabout in a direction illustrated by the arrow 620. The valve member614 is balanced to minimize the operating torque required to open/closethe valve member 614. The butterfly arrangement has exhaust gas workingon both sides of the valve member 614, which effectively causes theforces to counteract and ‘cancel’ each other that results in asignificantly reduced operating torque. Consequently, the valve member614 may be sized as wastegate as big as necessary without significantlyincreasing the operating torque to actuate it. Advantageously a smaller(and likely less expensive) actuator may be utilized.

The housing 610 may include a first valve seat 622 and a second valveseat 624. The seats 622 and 624 are integrally formed with the housing.As is illustrated, the valve seats 622 and 624 are thicker portions ofthe housing. The valve seats 622, 624 may have a thickness T2 greaterthan T1. Of course, casting thicknesses may change such as by providingpockets of reduced thickness for weight saving purposes. The valvesseats 622, 624 are circumferential about or within the housing 610.However, each of the valve seats 622 and 624 extends about half wayaround the interior of the housing to accommodate the axle 618.

The valve seats 622, 624 have opposing surfaces 626, 628 that have aplanar surface that are parallel to each other. The surfaces 626, 628contact opposite sides of the valve member 614 in the closed position.This allows the valve member 614 to rest against each valve seat 622,624 to provide a seal in the closed position. The exhaust gas bypassvalve 138 and the valve member 614 therein move in response to movementof an actuator 630. The actuator 630 rotates the valve member 614 aboutthe axis 616 to provide the valve member 614 in an open and a closedposition. Of course, various positions between open and closed areavailable by positioning the actuator 630. As will be further describedbelow, the actuator 630 may actuate the valve member 614, exhaust gasdiverter valve 540 and valves 550, 560 as described above. As mentionabove the surface area of the valve member 614 is the same above andbelow the axis 616 so that the operating toque is minimized due to theexhaust gas load being distributed evenly on both sides of the axis 616.

The effective cross-sectional area of opening, passage or port P1available to the exhaust gasses flowing through the interior of theexhaust gas bypass valve is limited by the distance T2 and the valvemember 616 and axle 616. After experimentation, it was found that theeffective cross-sectional area of the exhaust gas bypass valve 138 maybe formed as a function of an exducer of the turbine wheel 520 as isdescribed in greater detail below.

To vary the effective area, the valve member 614 of the exhaust gasbypass valve 138 has different angles α₁- α₄ illustrated in FIGS. 6B to6E respectively. The angles α₁- α₄ progressively increase. The angularopening corresponds directly with the effective area of the exhaust gasbypass valve 138. The angular opening of the exhaust gas bypass valve138 may be controlled in various ways or in response to variousconditions. Although specific angles are illustrated, the exhaust gasbypass valve 138 is infinitely variable between the fully closedposition of FIG. 6A and the fully open position of FIG. 6E.

Referring now to FIG. 6G, and end view of the exhaust gas bypass valve138 is illustrated in the open position corresponding to FIG. 6E.

Referring now to FIG. 6H, the exhaust gas bypass valve 138 may be incommunication with an electrical motor 640. The electrical motor 640 hasa position sensor 642 that provides feedback to a controller 644. Thecontroller 644 is coupled to a plurality of sensors 646. The sensorsprovide feedback to the controller 644 to control the position of thevalve 614 of the exhaust gas bypass valve 138. The sensors 646 mayinclude a boost pressure sensor, tuned pipe pressure sensor, exhaustmanifold pressure sensor and a barometric pressure sensor. Other typesof sensors that may be used for controlling the motor may includevarious types of temperature and pressure sensors for differentlocations within the vehicle.

Referring now to FIG. 6I, the turbine portion 510 is shown in relationto an exhaust gas bypass valve 138. In this example, a dual actuationsystem 650 is used to simultaneously move the diverter valves 540, 550and 560 illustrated above. The diverter valve 540 moves about the pivotpin 544. The exhaust gas bypass valve 138 opens and closes as describedabove. In this example, a rotating member 652 is coupled to a firstactuator arm 654 and a second actuator arm 656. As the rotating member652 moves under the control of a motor 658, the first actuator arm 654and the second actuator arm 656 move. According to that described below.Each actuator arm 654 and 656 may have a respective compensator 660,662. Although the type of movement described by the rotating member isrotating, other types of movement for the actuator arms may beimplemented. A compensator 660, 662 may thus be implemented in aplurality of different ways. The compensator 660, 662 may be used tocompensate for the type of movement as described below.

In this example, when the rotating member 652 is in a starting or homeposition, the exhaust gas bypass valve is closed and one scroll in theturbine is closed. As the dual actuation system 650 progresses theturbocharger scroll is opened and the diverter valve is positioned in acenter position so that both scrolls are open. As the dual actuationsystem 650 progresses to the end of travel the exhaust gas bypass valvestarts to open until it is fully open at the end of the actuator’stravel. The exhaust gas bypass valve 138 does not start to open untilthe diverter valve is in the neutral position and both scrolls are open.Once both scrolls are opened further actuator movement results in nomovement of the diverter valve in the turbo. The compensator 660, 662may be slots or springs that allow the exhaust gas bypass valve tocontinue to move. The compensators may also be a stop on the divertervalve so that when a diverter valve hits the center position the stopmay prevent the adjacent scroll from being closed. A compression springor other type of compensator may be used so that when the stop is hit,the actuator rod allows the compensator 662 to compress, thus stillallowing the actuator to turn the exhaust gas bypass valve 138. Ofcourse, various types of mechanisms for the dual actuation system 650may be implemented.

Referring now to FIGS. 7A-7C, the position of the exhaust gas bypassvalve 138 relative to the turbocharger and the silencer of the vehiclemay be changed. Although the turbocharger 140 is illustrated, thefollowing descriptions may be applied to normally aspirated(non-turbocharged) engines.

Referring now specifically to FIG. 7A, the engine assembly 40 has theexhaust manifold 45 as illustrated above. The tuned pipe 47 communicatesexhaust gases from the exhaust manifold 45 to the stinger 134. Thestinger 134 is in communication with the turbocharger 140, and inparticular the turbine inlet 524 of the turbine portion 510. In anon-turbocharged engine the stinger 134 may be communicated to thesilencer 710. Exhaust gases pass through the turbine portion 510 andexit through outlet 526 at a lower total energy. In this example thebypass pipe 136A extends from the tuned pipe 47 to the exhaust pipe 142.In particular, the bypass pipe is illustrated in communication with thecenter portion 47B of the tuned pipe 47. The exhaust gas bypass valve138 is positioned within the bypass pipe 136A. The outlet of the bypasspipe 136 communicates with the exhaust pipe 142 before a silencer 710.The silencer 710 has an exhaust outlet 143.

An inlet source 712 communicates air to be compressed to the compressorportion 512 of the turbocharger 140. The compressed air is ultimatelyprovided to the engine assembly 40.

As shown is dotted lines, the bypass pipe 136A may also be coupled tothe exhaust manifold 45, the diverging portion 47A of the tuned pipe 47,the converging portion 47C of the tuned pipe or the stinger 134.

Should the turbocharger 524 be removed, the exhaust pipe 142 isconnected directly to the stinger 134. The inlet source 712 is notrequired.

Referring now to FIG. 7B, the silencer 710 may include a plurality ofchambers 720A-720C. In the example set forth in FIG. 7B, all of the samereference numerals are used. However, in this example, the bypass pipe136B communicates exhaust gases around the turbocharger by communicatingexhaust gases from the center portion 47B of the tuned pipe 47 throughthe exhaust gas bypass valve 138 to a first chamber 720A of the silencer710. It should be noted that the outlet of the bypass pipe 136B is inthe same chamber as the exhaust gases entering from the exhaust pipe142.

As shown in dotted lines, the bypass pipe 136B may also be coupled tothe exhaust manifold 45, the diverging portion 47A of the tuned pipe 47,the converging portion 47C of the tuned pipe or the stinger 134.

As in FIG. 7A, should the turbocharger 524 be removed, the exhaust pipe142 is connected directly to the stinger 134. The inlet source 712 isnot required.

Referring now to FIG. 7C, the bypass pipe 136C communicates fluidicallyfrom the tuned pipe 47 to a chamber 720A of the silencer 710. In thisexample, the chamber 720A is different than the chamber that the exhaustpipe 142 from the turbocharger entering the silencer 710. That is, theexhaust pipe 142 communicates with a third chamber 720C of the silencerwhile the bypass pipe 136C communicates with a first chamber 720A of thesilencer 710. Of course, multiple chambers may be provided within thesilencer 710. The example set forth in FIG. 7C illustrates that a bypasspipe 136C may communicate exhaust gases to a different chamber than theexhaust pipe 142.

As in the above, should the turbocharger 524 be removed, the exhaustpipe 142 is connected directly to the stinger 134. The inlet source 712is not required.

Referring now to FIG. 7D, engine assembly 40 is illustrated having afourth example of an exhaust gas configuration. In this case, bypasspipe 136D does not connect to the exhaust pipe 142. The outlet of theexhaust gas bypass valve 138 connects to the atmosphere directly orthrough a supplemental silencer 730 then to the atmosphere. Theconfiguration of FIG. 7D is suitable if packaging becomes an issue.

As shown is dotted lines, the bypass pipes 136C, 136D in FIGS. 7C and 7Dmay also be coupled to the exhaust manifold 45, the diverging portion47A of the tuned pipe 47, the converging portion 47C of the tuned pipeor the stinger 134.

As in the above, should the turbocharger 524 be removed, the exhaustpipe 142 is connected directly to the stinger 134. The inlet source 712is not required.

Referring now to FIG. 7E, a two-stroke engine system is set forth. Inthe present system an engine assembly 40 is coupled to an exhaustmanifold 45. The exhaust manifold 45 is in communication with the tunedpipe 47. The tuned pipe 47 has a divergent portion 47A, a center portion47B and a convergent portion 47C. The divergent portion 47A widens thetuned pipe 47 to the center portion 47B. The center portion 47B may be arelatively straight portion or a portion that has a generally constantcross-sectional area. The convergent portion 47C reduces the diameter ofthe center portion 47B to a diameter that is in communication with thestinger 134. Exhaust gases from the exhaust manifold 45 travel throughthe divergent portion 47A and the center portion 47B and the convergentportion 47C in a “tuned” manner. That is, the portions 47A-47C are tunedfor the particular design of the engine to provide a certain amount ofback pressure. Thus, a certain amount of power and stability is designedinto the engine assembly. The exhaust gases travel from the stinger 134to a silencer 710. As described above a turbocharger 140 may be used torecover some of the energy in the exhaust gases. The tuned pipe 47 has atuned pipe pressure sensor 734 that is coupled to the tuned pipe 47 tosense the amount of exhaust gas pressure within the tuned pipe 47. Thetuned pipe pressure sensor 734 generates a signal corresponding to theexhaust gas pressure within the tuned pipe 47.

An exhaust gas bypass valve 740 in this example is coupled directly tothe exhaust manifold 45. The exhaust gas bypass valve 740 provides abypass path through the bypass pipe 136 which may enter either thesilencer 710 or communicate directly to atmosphere through asupplemental silencer 730. Of course, the bypass pipe 136 may beconfigured as set forth above in the pipe between the turbocharger 140and the silencer 710. The exhaust gas bypass valve 740 may beelectrically coupled to a controller as will be described further below.Based upon various engine system sensor signals, exhaust gas bypassvalve 740 may be selectively opened to provide an increase in power andor stability for the engine assembly 40. The exhaust gas bypass valve740 changes the pressure within the tuned pipe 47 so the airflow throughthe engine is increased or decreased, by changing the differentialpressure across the engine. A change in the airflow may be perceived asan increase in power, engine stability or improved combustion stabilityor a combination thereof.

Referring now to FIG. 7F, the exhaust gas bypass valve 740′ may bedisposed on the center portion 47B of the tuned pipe 47. However, theexhaust gas bypass valve 740′ may also be located on the divergentportion 47A or the convergent portion 47C as illustrated in dottedlines. In the example set forth in FIG. 7F the exhaust gas bypass valve740′ is mounted directly to the outer wall 741 of the center portion 47Bof the tuned pipe 47. The exhaust gas bypass valve 740′ may also becoupled to the stinger 134 also as illustrated in dotted lines.

Referring now to FIG. 7G, the exhaust gas bypass valve 740″ may bepositioned away from the outer wall 741 of the tuned pipe 47 by astandoff pipe 742. The standoff pipe 742 may be very short such as a fewinches. That is, the standoff pipe 742 may be less than six inches.Thus, the exhaust gas bypass valve 740″ may be positioned in a desirablelocation by the standoff pipe 742 due to various considerations such aspackaging.

In this example standoff pipe 742 and hence the exhaust gas bypass valve740″ is coupled to the center portion 47B of the tuned pipe 47. However,as illustrated in dotted lines, the standoff pipe 742 may be may becoupled to the exhaust manifold 45, the diverging portion 47A, theconverging portion 47C or the stinger 134.

The valve 740‴ may also be located within the center portion 47B of thetuned pipe 47. The control valve 740‴ may also be located within thedivergent portion 47A or the convergent portion 47C or in the exhaustmanifold 740‴ as illustrated in dotted lines.

Referring now to FIG. 7H, a control valve 740‴ may be disposed withinthe stinger 134. The control valve 740″ may not communicated bypassexhaust gasses out of the exhaust stream but the valve 740‴ may beconfigured in a similar manner as the exhaust gas bypass valvesdescribed above with controlled closed flow through. Valve 740″ may bepartially opened in the most closed position to allow some exhaustgasses to flow there through. Although the valve 740‴ may be used in aturbocharged application, a normally aspirated application may besuitable as well. The valve 740‴ may open in response to variousconditions so that the power output of the engine may be adjusteddepending on such inputs as throttle, load engine speed, tuned pipepressure and temperature, exhaust pressure and temperature.

The exhaust gas bypass valves 740, 740′, 740″ and 740‴ may have varioustypes of configurations. In one example the exhaust gas bypass valve740-740‴ may be configured as an exhaust gas bypass valve similar tothat set forth above and used to bypass the turbocharger 140. Thestructural configuration of the valves 740-740‴ may include but are notlimited to a butterfly valve, a slide valve, a poppet valve, a ballvalve or another type of valve.

Referring now to FIG. 7I, the exhaust bypass valve 740 illustrated abovemay be implemented within a chamber 720A of the silencer 710. In thisexample, the tune pipe 47 communicates exhaust gasses to the silencer710. The tune pipe 47 may communicate exhaust gasses from a firstportion 747A, a center portion 747B, or a third portion 747C. These areillustrated in the above examples. The exhaust bypass valve 740‴ isdisposed within one of the chambers 720A-720C. In this example, theexhaust bypass valve 740‴ is disposed within the first chamber 720A. Inthis example, the turbocharger 140 communicates exhaust gasses to thesilencer through the pipe 142. In this example, the turbocharger 140 iscoupled to the pipe 142 which is in communication with the first chamber720A. However, any one of the chambers 720A-720C may receive exhaustgasses from the turbocharger 140 through the pipe 142.

Referring now to FIG. 7J, the chamber 720A illustrated in FIG. 1 isdivided into a first chamber portion 720A′ and a second portion 720A″which are separated by a wall 746. Exhaust gasses are communicatedbetween the first chamber portion 720A′ and the second portion 720A″through the exhaust bypass valve 740 ^(IV).

The valve 740‴ and 740 ^(IV) are provided to control the amount ofpressure in various tuning characteristics of the tune pipe 47. In FIG.7J, the turbocharger 140 may be in communication with any one of thechambers 720A″, chamber 720B, and chamber 720C.

Any of the chambers 720A-C may be divided into two chambers.

Referring now to FIG. 7K, the supplemental silencer 730 and the silencer710 may be disposed as a single unit. The supplemental silencer 710 maybe disposed in a common housing but maintain separate flow paths fromthe valve 138 and the turbo 524. The silencer 710 and the supplementalsilencer 730 may have a common wall 730 therebetween. The common wallreduces manufacturing costs and vehicle weight by reducing the amount ofwall material.

Referring now to FIG. 8A, schematic view of an engine air system that aboost box 810 is illustrated. The boost box 810 has a one way valve 812coupled therein. The valve 812 may be an active valve such as a motorcontrolled valve or a passive valve such as a reed valve. When a lowerpressure is present in the boost box 810 than the ambient pressureoutside the boost box 810, the valve 812 opens and allows air to bypassthe compressor portion 512 of the turbocharger 140. That is, a bypasspath is established through the boost box from the valve 812 throughboost box 810 to the engine. That is, the air through the valve 812bypasses the compressor portion 512 of the turbocharger 140 and the airin boost box 810 is directed to the air intake or throttle body of theengine assembly 40.

The one-way valve 812 may be a reed valve as illustrated in furtherdetail in FIG. 8F. By using a one way valve 812, engine response isimproved to activate turbocharger 140 sooner. When the engine responseis improved the turbo lag is reduced by allowing the engine to generateexhaust mass flow quicker, in turn forcing the turbine wheel speed toaccelerate quicker. When the compressor portion 512 of the turbocharger140 builds positive pressure the one way valve 812 closes. Whenimplemented, a decrease in the amplitude and duration of the vacuumpresent in the boost box 810 was achieved. In response, the engine speedincreased sooner, and the compressor built positive pressure sooner.

Referring now to FIGS. 8A-8F, the boost box 810 has the one way valve812 as described above. The one way valve 812 allows air into the boostbox 810 while preventing air from leaving the boost box 810. The boostbox 810 also includes a compressor outlet 814. The compressor outlet 814receives pressurized air from the compressor portion 512 of theturbocharger 140. However, due to turbo lag the compressor takes sometime to accelerate and provide positive pressure to the boost box 810particularly when wide open throttle is demanded suddenly from a closedor highly throttled position.

The boost box 810 also includes a pair of intake manifold pipes 816 thatcouple to the throttle body 90 of the engine assembly 40.

A portion of a fuel rail 820 is also illustrated. The fuel rail 820 maybe coupled to fuel injectors 822 that inject fuel into the boost box 810or throttle body 90. The fuel rail 820 and fuel injectors 822 may alsobe coupled directly to the throttle body 90.

A boost pressure sensor 824 may also be coupled to the boost box 810 togenerate an electrical signal corresponding to the amount of pressure inthe boost box 810, which also corresponds to the boost provided from thecompressor portion 512 of the turbocharger 140.

Referring now to FIG. 8F, the one way valve 812 is illustrated infurther detail. The one way valve 812 may include a plurality of ports830 that receive air from outside of the boost box 810 and allow air toflow into the boost box 810. That is, when a lower pressure is developedwithin the boost box 810 such as under high acceleration or load, theturbocharger 140 is not able to provide instantaneous boost and thus airto the engine is provided through the one way valve 812 to reduce oreliminate any negative pressure, relative to ambient pressure outsidethe boost box, within the boost box 810. When compressor portion 512 ofthe turbocharger 140 has reached operating speed and is pressurizing theboost box 810, the pressure in the boost box 810 increases and the oneway valve 812 closed. That is, the ports 830 all close when pressurewithin the boost box 810 is higher than the ambient pressure outside theboost box.

Referring now to FIG. 8G, the boost box 810 is illustrated within anengine compartment 832. The engine compartment 832 roughly illustratesthe engine assembly 40 and the turbocharger 140. In this example the oneway valve 812 is illustrated rearward relative to the front of thevehicle. The position of the one way valve 812 allows cooler air to bedrawn into the boost box 810.

Referring now to FIG. 8H, the one way valve 812 may be coupled to a duct840. The duct 840 allows cooler air to be drawn into the boost box 810from a remote location. In this example, an upper plenum 842 is coupledto the duct 840. The upper plenum may pass the air through a filter 862,such as a screen or fine mesh, prior to being drawn into the boost box810. The filter 862 may filter large particles and prevent damage to theboost box 810 and the one way valve 812. The upper plenum receives airfrom a vent 846. A filter 862′ may be located at the vent 846 or betweenthe vent 846 and upper plenum 842. Of course, in one system one filter862 or the other filter 862′ may be provided.

The vent 846 may be located in various places on the vehicle. Forexample, the vent 846 may draw air externally though the hood of thevehicle, the console of the vehicle or from a location under the hoodthat has clean and cool air.

Referring now to FIG. 8I, a channel 850 may be formed in the fuel tank852. That is, the channel 850 may act as the duct 840 illustrated abovein FIG. 8H. The channel 850 may be integrally formed into the outerwalls 854 of the fuel tank. The boost box 810 may be attached to thefuel tank 852 so that the air drawn into the boost box 810 is receivedthrough the channel 850. A seal 856 may be used between the boost boxand the fuel tank 852 so that the air is completely drawn through thechannel 850. Various types of seals may be used. Rubber, foam,thermoplastics are some examples. The seal 856 may be a gasket. A duct860 may be coupled between the fuel tank 852 and the boost box 810 toreceive air from a remote location such as the vent 846 illustrated inFIG. 8H or another location within the engine compartment 832 of thevehicle. Of course, the duct 860 may draw air from other portions of thevehicle or outside the vehicle. A filter or screen 862 may be used toprevent debris from entering the channel 850.

Referring now to FIG. 9A, a block diagrammatic view of a control systemfor a two-stroke turbocharged engine is set forth. In this example acontroller 910 is in communication with a plurality of sensors. Thesensors include but are not limited to a boost pressure sensor 912, anengine speed sensor 914, an atmospheric (altitude or barometric)pressure sensor 916, a throttle position sensor, tuned pipe pressuresensor 734, an exhaust valve position sensor 937 and an exhaust manifoldpressure sensor. Each sensor generates an electrical signal thatcorresponds to the sensed condition. By way of example, the boostpressure sensor 912 generates a boost pressure sensor signalcorresponding to an amount of boost pressure. The engine speed sensor914 generates an engine speed signal corresponding to a rotational speedof the crankshaft of the engine and the atmospheric pressure sensor 916generates a barometric pressure signal corresponding to the atmosphericambient pressure.

The tuned pipe pressure sensor 734 may also be in communication with thecontroller 910. The tuned pipe pressure sensor 734 generates a tunedpipe pressure signal corresponding to the exhaust pressure within thetuned pipe 47 as described above. The exhaust valve position sensor 937and the exhaust manifold pressure sensor 939 generates a respectiveexhaust valve position signal corresponding to the position of theexhaust valve and the pressure in the exhaust manifold.

The controller 910 is used to control an actuator 920 which may becomprised of an exhaust gas bypass valve actuator 922 and exhaust gasdiverter valve actuator 924. An example of the actuator is illustratedin FIG. 6I above. Of course, as mentioned above, the actuators may beone single actuator. The actuator 922 is in communication with theexhaust gas bypass valve 138. The actuator 924 is in communication withthe exhaust gas diverter valve 540. The controller 910 ultimately may beused to determine an absolute pressure or a desired boost pressure.

A boost error determination module 930 is used to determine a boosterror. The boost error is determined from the boost pressure sensor 912in comparison with the desired boost pressure from the boost pressuredetermination module 932. The boost pressure error in the boost pressuredetermination module 930 is used to change an update rate fordetermining the boost pressure for the system. That is, the boost errordetermination is determined at a first predetermined interval and may bechanged as the boost error changes. That is, the system may ultimatelybe used to determine an update rate at a faster rate and, as the boostpressure error is lower, the boost pressure determination may determinethe desired boost pressures at a lower or slower rate. This will bedescribed in further detail below. This is in contrast to typicalsystems which operate a PID control system at a constant update rate.Ultimately, the determined update rate is used to control the exhaustgas bypass valve using an exhaust gas bypass valve position module 934which ultimately controls the actuator 920 or actuator 922 depending ifthere is a dedicated actuator for the exhaust gas bypass valve 138. Bydetermining the boost target in the boost pressure determination module932, the update rate may be changed depending on the amount of boosterror. By slowing the calculations, and subsequent system response,during the approach of the target boost value, overshoot is controlledand may be reduced. Also, the update rate may be increased to improvesystem response when large boost errors are observed.

The controller 910 may be coupled to a detonation sensor 935. Thedetonation sensor 935 detects detonation in the engine. Detonation maybe referred to as knock. The detonation sensor 935 may detect an audiblesignal.

The controller 910 may also include an absolute pressure module 936 thatkeeps the engine output constant at varying elevations. That is, bycomparing the altitude or barometric pressure from the atmosphericpressure sensor 916, the boost pressure may be increased as theelevation of the vehicle increases, as well as to compensate forincreased intake air charge temperature due to increased boost pressureto maintain constant engine power output. This is due to the barometricpressure reducing as the altitude increases. Details of this will be setforth below.

The controller 910 may also include a second exhaust gas bypass valveposition control module 938. The exhaust gas bypass valve positioncontrol module 938 is used to control the exhaust gas bypass valve andposition the actuator 926 which may include a motor or one of the othertypes of valve described above. The exhaust gas bypass valve positioncontrol module 938 may be in communication with the sensors 912-918, 935and 734. The amount of pressure within the tuned pipe may affect thestability and power of the engine. Various combinations of the signalsmay be used to control the opening of the exhaust gas bypass valve740-740″. The exhaust gas bypass valves 740-740″ may, for example, becontrolled by feedback from the tuned pipe pressure sensor 734. Thetuned pipe pressure sensor signal may be windowed or averaged to obtainthe pressure in the tuned pipe as a result of the opening or closing ofthe exhaust gas bypass valve 740-740″. The tuned pipe pressure sensor734 may be used in combination with one or more of the other sensors912-918, 734 and others to control the opening and closing of theexhaust gas bypass valve 740-740″. The boost pressure or average boostpressure from the boost pressure sensor 912 may also be used to controlthe exhaust gas bypass valves 740-740″. The boost pressure determinationmodule 932 may provide input to the exhaust gas bypass valve positioncontrol module 938 to control the exhaust gas bypass valve based uponthe boost pressure from the boost pressure determination module 932 asdescribed above.

A map may also be used to control the specific position of the exhaustgas bypass valve 740-740″. For example, the engine speed signal, thethrottle position signal and/or the barometric pressure signal may allbe used together or alone to open or close the exhaust gas bypass valve740-740″ based on specific values stored within a pre-populated map.

Referring now to FIG. 9B, in step 940 the actual boost pressure ismeasured by the boost pressure sensor 912 as mentioned above. In step942 a boost pressure error is determined. Because this is an iterativeprocess, the boost error is determined by the difference between thetarget boost and the actual boost pressure. Once the process is cycledthrough once, a boost error will be provided to step 942.

Referring to step 944, the update interval is changed based upon theboost error determination in step 942. That is, the boost error is usedto determine the update rate of the exhaust gas bypass valve controlmethod. That is, the update rate corresponds to how fast the method ofdetermining error, then moving the exhaust gas bypass valve actuator,and determine timing of the next cycle is performed. As mentioned above,as the actual boost or measured boost pressure becomes closer to thetarget boost pressure the update rate is reduced in response to theobserved boost error.

In step 946 a desired absolute pressure is established. Step 946 may beestablished by the manufacturer during the vehicle development. Thedesired absolute pressure may be a design parameter. In step 948 thebarometric pressure of the vehicle is determined. The barometricpressure corresponds to the altitude of the vehicle. In step 950 arequired boost pressure to obtain the absolute pressure and overcomeadditional system losses due to elevation is determined. That is, thebarometric pressure is subtracted from the required absolute pressure todetermine the desired boost pressure. In step 952 the exhaust gas bypassvalve and/or the exhaust gas diverter valve for the twin scrollturbocharger is controlled to obtain the desired boost pressure. Becauseof the mechanical system the desired boost pressure is not obtainedinstantaneously and thus the process is an iterative process. That is,the required boost pressure from step 950 is fed back to step 942 inwhich the boost error is determined. Further, the after step 952 step940 is repeated. This process may be continually repeated during theoperation of the vehicle.

Referring now to FIG. 9C, a throttle position sensor 918 may provideinput to the controller 910. The throttle position sensor signal 954 isillustrated in FIG. 9C. The engine speed signal 960 is also illustrated.The signal 958 illustrates the position of the exhaust gas bypass valve.The signal 956 illustrates the amount of boost error.

Referring now to FIG. 9D, a plot of a calculation multiplier delayversus the absolute boost error pressure is set forth. As can be seen asthe boost error decreases the frequency of calculations decreases. Thatis, as the boost error increases the frequency of calculationsincreases.

Referring now to FIG. 9E, a plot of absolute manifold pressure versuselevation is set forth. The barometric pressure and the boost pressurechange to obtain the total engine power or target absolute pressure.That is, the absolute pressure is a design factor that is keptrelatively constant during the operation of the vehicle. As theelevation increases the amount of boost pressure also increases tocompensate for the lower barometric pressure at higher elevations aswell as increased intake air temperature.

Referring now to FIG. 9F, a method for operating the exhaust gas bypassvalve 740-740″ is set forth. In this example the various engine systemsensors are monitored in step 964. The engine sensors include but arenot limited to the boost sensor 912, the engine speed sensor 914, thealtitude/barometric pressure sensor 916, the throttle position sensor918 and the tuned pipe pressure sensor 734.

In step 966 the exhaust gas bypass valve 740-740″ is adjusted based uponthe sensed signals from the sensors. The adjustment of the opening instep 966 may be calibrated based upon the engine system sensors duringdevelopment of the engine. Depending upon the desired use, the load andother types of conditions, various engine system sensors change and thusthe amount of stability and power may also be changed by adjusting theopening of the exhaust gas bypass valve.

In step 968, the pressure within the tuned pipe is changed in responseto adjusting the opening of the exhaust gas bypass valve 740-740″. Inresponse to changing the pressure within the tuned pipe, the airflowthrough the engine is changed. When the airflow through the engine ischanged the stability of the engine, the power output of the engine orthe combustion stability or combinations thereof may also be improved.It should be noted that the opening of the exhaust gas bypass valve740-740″ refers to the airflow though the exhaust gas bypass valve740-740″. Thus, the opening may be opened and closed in response to theengine system sensors.

Referring now to FIG. 9G, the exhaust gas bypass valve position controlmodule 934 is illustrated in further detail. As mentioned above, theexhaust gas bypass valve effective area may be varied depending onvarious operating conditions. The addition of a turbocharger to atwo-stroke engine adds the restriction of the turbine which causes theengine to respond slower than a naturally aspirated engine of similardisplacement. The loss of response caused from the turbine may be viewedby a vehicle operator as turbo lag.

The exhaust gas bypass valve position module 934 is illustrated havingvarious components used for controlling the exhaust gas bypass valve. Anidle determination module 970 is used to receive the engine speedsignal. The idle determination module may determine that the enginespeed is below a predetermined speed. A range of speeds may be used todetermine whether or not the engine is at idle. For example, a rangebetween about 1000 and 2000 rpms may allow the idle determination module970 to determine the engine is within or at an idle speed. Idle speedsvary depending on the engine configuration and various other designparameters. Once the engine is determined to be at idle the exhaust gasbypass valve effective area module 972 determines the desired effectiveexhaust gas bypass valve area for the exhaust gas bypass valve. Theexhaust gas bypass valve effective area module 972 determines theopening or effective area of the exhaust gas bypass valve for thedesired control parameter. For idle speed, a first effective exhaust gasbypass valve area may be controlled. That is, one effective exhaust gasbypass valve area may be used for idle speed determination. Once theexhaust gas bypass valve area is determined the exhaust gas bypass valveactuator 922 may be controlled to open the exhaust gas bypass valve afirst predetermined amount. The exhaust gas bypass valve for idle may beopened a small effective area. That is, the exhaust gas bypass valve maybe opened further than a fully closed position but less than a fullyopened position. For exhaust gas bypass valve such as those illustratedin FIG. 6 above about twenty degrees of opening may be commanded duringthe idling of the two-stroke engine. By opening the exhaust gas bypassvalve a predetermined amount some of the exhaust gases are bypassedaround both the turbine portion 510 of the turbocharger 140 and thestinger 134 at the end of the tuned pipe. The effective predeterminedarea may change depending on various sensors including but limited to inresponse to one or more of the engine speed from the engine speedsensor, throttle position from the throttle position sensor or adetonation from the detonation sensor.

The exhaust gas bypass valve position control module 934 may alsocontrol the exhaust gas bypass valve position during acceleration or toimprove engine stability. Acceleration of the engine may be determinedin various ways including monitoring the change in engine speed,monitoring the throttle position or monitoring the load on the engine.Of course, combinations of all three may be used to determine the engineis accelerating. When the engine is accelerating as determined in theacceleration determination module 974 the exhaust gas bypass valveeffective area module 972 may hold the exhaust gas bypass valve open apredetermined amount. The predetermined amount may be the same ordifferent than the predetermined amount used for the engine idle. Again,some of the exhaust gases are bypassed around the stinger 134 and theturbine portion 510 of the turbocharger 140. The determined exhaust gasbypass valve effective area is then commanded by the exhaust gas bypassvalve effective area module 972 to control the exhaust gas bypass valveactuator module 922. In a similar manner, the engine sensor may be usedto monitor engine stability. In response, the wastegate may open forvarious amounts of time to increase engine stability.

Referring now to FIG. 9H, a method for operating the exhaust gas bypassvalve in response to acceleration and idle is set forth. In step 980 theengine speed is determined. As mentioned above, the crankshaft speed maybe used to determine the speed of the engine. In step 982 is todetermine whether the engine is at idle. Determining the engine is atidle may be performed by comparing the engine speed to a threshold orthresholds. The engine speed below a threshold or between two differentthresholds may signal the engine is at idle. When the engine is at idle,step 984 determines an effective area for the exhaust gas bypass valveand opens the exhaust gas bypass valve accordingly. In step 986 some ofthe exhaust gases are bypassed around the stinger 134 and the turbineportion 510 as described above.

When the engine is not at idle in step 982 and after step 986, step 988determines whether the engine is in an acceleration event. As mentionedabove, the acceleration event may be determined by engine speed alone,load alone or the throttle position or combinations of one or more ofthe three. When the engine is in an acceleration event step 990 holdsthe exhaust gas bypass valve to a predetermined amount to reduce thebackpressure. The predetermined amount may be the same predeterminedamount determined in step 984. The effective area may be controlled bythe valve in the exhaust gas bypass valve or another type of openingcontrol in a different type of exhaust gas bypass valve. In step 992some of the exhaust gases are bypassed around the stinger 134 andturbine portion 510.

Referring back to step 988, if the engine is not in an accelerationevent the engine operates in a normal manner. That is, in step 994 theboost pressure or exhaust backpressure is determined. In step 996 theexhaust gas bypass valve opening is adjusted based upon the boostpressure, the exhaust backpressure or both. After step 996 and step 992the process repeats itself in step 980.

Referring now to FIGS. 10A, 10B, 10C and 10D, the compressor wheel 519,the turbine wheel 520 and the shaft 521 are illustrated in furtherdetail. The compressor wheel 519 is used to compress fresh air intopressurized fresh air. The compressor wheel 519 includes an inducerdiameter 1010 and an exducer diameter 1012. The inducer diameter 1010 isthe narrow diameter of the compressor wheel. The exducer diameter 1012is the widest diameter of the compressor wheel 519.

The turbine wheel 520 includes an exducer diameter 1020 and an inducerdiameter 1022. The exducer diameter 1020 is the small diameter of theturbine wheel 520. The inducer diameter 1022 is the widest diameter ofthe turbine wheel 520. That is, the top of the blades 1024 have theexducer diameter 1020 and the lower portion of the blades 1024 have theinducer diameter 1022. The exducer diameter 1020 is smaller than theinducer diameter 1022. The area swept by the blades 1024 is bestillustrated in FIG. 10C which shows the exducer area 1030 and theinducer area 1032. The area of the port of the exhaust gas bypass valvewas described above relative to FIG. 6G. The port area is the amount ofarea available when the valve member 614 is fully open. By sizing thearea of the exhaust gas bypass valve port in a desirable way theoperation of the two-stroke engine performance is increased. As has beenexperimentally found, relating the exhaust gas bypass valve effectivearea (port area) to the area of the turbine wheel exducer isadvantageous. The exducer area 1030 may be determined by the geometricrelation π times half of the exducer diameter squared. By way of a firstexample, the port area for a two-stroke engine may be greater than aboutthirty-five percent of the exducer area. The port area of the exhaustgas bypass valve may be greater than about fifty percent of the exducerarea. In other examples the port area of the exhaust gas bypass valvemay be greater than about sixty percent of the exducer area. In anotherexample the port area of the exhaust gas bypass valve may be greaterthan about sixty-five percent of the exducer area. In yet anotherexample the port area of the exhaust gas bypass valve may be greaterthan about sixty-five percent and less than about ninety percent of theexducer area. In another example the port area of the exhaust gas bypassvalve may be greater than about sixty-five percent and less than abouteighty percent of the exducer area. In yet another example the port areaof the exhaust gas bypass valve may be greater than about seventypercent and less than about eighty percent of the exducer area. In yetanother example the port area of the exhaust gas bypass valve may begreater than about seventy-five percent and less than about eightypercent of the exducer area.

As is mentioned above, the exhaust gas bypass valve may be incorporatedinto a two-stroke engine. The exhaust gas bypass valve may be incommunication with the tuned pipe 47 and bypassing the turbochargerthrough a bypass pipe 136. The exhaust gas bypass valve 138 may becoupled to the center portion of the tuned pipe 47 The effective area ofthe port is determined using the diameter P₁ shown in FIG. 6G andsubtracting the area of the valve member 614 and the axle 618.

Referring now to FIG. 10D, a plot of the ratio/percentage of exhaust gasbypass valve or bypass valve area to exducer area for known four strokeengines, two stroke engines and the present example are illustrated. Aswas observed, providing a higher ratio improved engine performance. Theratios or percentages may be used is four stroke and two stroke engines.From the data set forth is FIG. 10D, four stoke engines have a maximumratio of the port area to the exducer area of 0.5274 or 52.74 percentand for two stroke engines a 35.54 percentage port area to exducer areawas found.

The foregoing description has been provided for purposes of illustrationand description. It is not intended to be exhaustive or to limit thedisclosure. Individual elements or features of a particular example aregenerally not limited to that particular example, but, where applicable,are interchangeable and can be used in a selected example, even if notspecifically shown or described. The same may also be varied in manyways. Such variations are not to be regarded as a departure from thedisclosure, and all such modifications are intended to be includedwithin the scope of the disclosure.

1-19. (canceled)
 20. A method comprising: moving an actuator to fullyopen a diverter valve that controls openings to a first scroll and asecond scroll of a turbocharger; and thereafter, moving the actuator toopen an exhaust gas bypass valve disposed in a bypass pipe whilemaintaining diverter valve in a fully open position allowing exhaustinto the first scroll and second scroll.
 21. The method as recited inclaim 15 wherein moving comprises moving a motor to open the exhaust gasbypass valve.
 22. A method of operating an engine with an exhaust gasbypass valve comprising: determining a barometric pressure; determininga desired boost pressure to obtain a desired absolute pressure based onthe barometric pressure; and controlling an exhaust gas bypass valve inresponse to the desired boost pressure.
 23. The method as recited inclaim 22 wherein the steps of determining the desired boost pressure andcontrolling the exhaust gas bypass valve are performed at apredetermined interval.
 24. The method as recited in claim 23 furthercomprising determining an actual boost pressure, determining a boosterror in response to the actual boost pressure and changing thepredetermined interval in response to the boost error.
 25. The method asrecited in claim 22 wherein the desired absolute pressure is fixedacross a vehicle operating range.
 26. The method as recited in claim 22wherein the desired absolute pressure is fixed across a vehicleoperating range and compensates for increased intake air temperature.